Have you ever felt, when re-experiencing something you thought you knew, that it was somehow nowhere near as good as you remembered it? Could be anything – a work of visual or audio art, a piece of pie or a place you visited. In your mind, it was a solid 9, but you listen / taste / see it again and you can hardly give it more than a 5, and that’s being generous.
This is how I felt when photographing this Pagoda. Something wasn’t sitting right. “There’s a bone in the yoghurt,” as the French say. I’m not sure why, of course, but I’ll try to put my impressions into words, string those together into semi-cogent sentences, form paragraphs and hopefully make some sort of sense, at the end of it all.
First off: I love Mercedes-Benzes from this era. All of them. Well, nearly: I do have strong reservations about the Ponton, but the other ones are just perfection incarnate. From the Adenauer 300 to the W123, they never put a foot wrong, in my view. Ahrens, Barényi, Bracq, Geiger, Sacco and all the folks who helped them design these cars did outstanding work, be it on sports coupés, standard saloons or stately limos.
Secondly, I thought the Pagoda was a genius design. And when I see most pictures of it, I still do. In fact, when I caught the above 250 SL on in a Bangkok car park a couple years ago, I was all over it. The photos were mostly terrible, unfortunately, but the car itself was a joy to behold.
But when I happened upon this one, it all fell apart. The W113 I thought I knew had morphed into an evil doppelganger. The sealed beam headlamps were culprit number one. It’s not like the W108 or the W111 coupé, which actually look good with their stacked US quads – so much so that a number of European models got them too. On the Pagoda, those protuberant sealed beams are disturbing. But that’s just a minor detail, relatively speaking. The fishy aftertaste went beyond that piscine stare.
The car’s proportions seemed off, especially from the side. The famous hardtop roof looked too tall in relation to the body, as if it had been stretched upward. I had noticed this before, but it had never struck me as much as when I stood next to this particular W113. I had never figured how tortured the greenhouse looked, either. There are a few too many angles that don’t really work in unison here.
The quarterlight, C-pillar and backlight are really not agreeing with each other (or with the rear end of the car) – they’re all slightly different, as if unable to agree on a direction. The door’s reverse-canted rear shut line, in this confused context, adds another layer of jarring complexity. It doesn’t even attempt to echo the windshield’s angle, yet also fails to work with the rear of the car. If at least two or three of these lines were aware of one another, the result would probably have been more harmonious.
The shape of the Pagoda’s windows and especially of its windshield are very odd indeed. More than they need to be, anyway. The windshield is especially important, as you can ditch the Pagoda hardtop if you want, but the windshield is not optional. Look at the 300 SL roadster’s windshield, by comparison: simple, effective and just as curvy. I said look at the windshield.
The W113’s windshield accentuates the roof’s shape, with those bottom corners digging into the body, while the centre part rises to bridge the bulk of the engine bay — all in marked contrast to the completely flat upper part. I’m not sure this was needed, as it piles on more offbeat angles into the busy greenhouse design. As a standalone panoramic windshield, it’s fine, but in conjunction with the rest, it’s just too much. It’s certainly not a shape that was seen on other Mercedes cars, SL or not.
The main design feature, that famous concave hardtop, is so unusual that it attracts attention and keeps it there, which helps disguise the rest of the greenhouse’s more questionable traits. And this is undoubtedly the car’s tour de force, a real innovation from Paul Bracq. I’m not saying he purposefully designed this roof to conceal the rest of the car’s quirks, but that’s kind of how it functions in practice. (Incidentally, we see from the Yanase sticker here that this car (or at the very least the hardtop) arrived in Japan via the official importer. This sticker is often seen on certain foreign cars here. The sealed beams must have been specified by the original owner – it’s probably not a later US import.)
When time came to replace the W113, the twin-peaked roof came back for a second season. The rear window and the metal top seem pretty much identical on the R107 as they were on the W113, but they did a much better job (in my opinion) of the quarterlights and C-pillar on this version. It’s unclear to me whether the R107’s beefier body balances the roof more effectively, or the R107’s hardtop is less tall overall, but the result is more harmonious than its predecessor. The W113 pioneered the Pagoda roof, but the R107 made it work.
The W113’s rear end is almost flawless. The slight kick up in the beltline is one of my favourite features on this car, as are the two-part chrome bumpers. And you just have to love that back-up light they added between the bumpers for the JDM – I haven’t seen that on other Pagodas, but maybe I missed it. The whole rear end is pretty much a scaled-down version of the W111/112 Coupé, down to the shaved off fins and the rear lights. The lone fly in the ointment is that stupid fuel filler cap, just sitting there like a big purulent pimple on an otherwise handsome derriere. Would it have been too much to ask to hide that thing behind a flap or put it behind the license plate? Apparently so. It’s just the super-expensive SL, after all. No need for Mercedes-Benz to resort to cheap party tricks.
Our feature car’s interior was not picture-worthy: the steering wheel was covered with a blanket. So here’s a 230 SL dash, just to remind us of what Pagoda interiors look like. Can’t fault anything in here – it’s all standard-issue ‘60s Benz, which is to say lovely to look at and faultlessly assembled. The best way to enjoy a W113 is definitely from the driver’s seat.
One last thing: is it just me, or does it seem like this car’s wheels are too big for its body? This is not something I’ve noticed on all W113s, though I’ve had this feeling before when looking at some. Pagodas generally look a tad gangly to me, chiefly because the body is so svelte, but the tyres on this 280 SL seem both too wide and too tall – again, to my eyes – and make this particular car look like a miniature monster truck.
Going back to the Bangkok 250 SL for comparison, I’m not seeing the same issue: the tyres seem to fit the car. So either the Tokyo 280 SL’s Dunlops are bigger than they ought to be, or I really need to get a new pair of glasses. I realize some of you are die-hard W113 fans and know much more than I do about these cars. As I wrote at the beginning, this post is not aiming to criticize the Pagoda’s design, but just to nudge it off its pedestal a bit. I found one that was rougher than most with the wrong face and incorrectly shod, so all the things that unconsciously bothered me about the W113 (The too-tall roof, the afterthought fuel filler, the troubled greenhouse) just became emphasized.
So to end things on a better note, here’s that rare right-hand drive 250 SL again. I’ve come to the conclusion that the W113 is not the best-looking Mercedes ever. It’s not the best one of the ‘60s, nor even the best SL. It’s a hairsbreadth and a wrong tread away from being a cacophony. In pure stock form, it’s fine, but it’s all too easy to upset that balance. Back when I photographed the white 250 SL, I wouldn’t have written this post the way I did here. All it took was a wrong turn in a back alley of Tokyo and things went all David Lynch with the W113.
Related posts:
CC Capsule: 1967 Mercedes-Benz 280SL – Triste, by Joseph Dennis
Curbside Classic: 1963 Mercedes-Benz 230SL – Big Shoes To Fill, by Tom Klockau
Not really a pretty car they never were in my mind, the top on this model is all wrong but people rave about them, the later model efforts are better looking.
Ah, but you see, if one is fully percolated – or pickled – in the arts of self-importance, one can make the claim that one does not suffer the fate of The Diminished Recollection because one had not been so gauche as to fasten to the universal refrain of praise in the beginning.
Too tall, funny wheel size, funny ‘screen, you say? Not news to the knowledgeable few, I’m afraid, as it was ever thought thus. One would add that the C-pillar is embarrassingly past the middle of the rear wheelarch just to add to the unfortunate impressions of an ill-fitting hat (clearly off the peg, it must be said sotto voce). As for that bend in the top, well, there’s nary a doubt some over-eager if lesser-educated marketing type found a way to describe the effect that suited other over-eager less educated types, but for most, no-one actually noticed it. Or, then, knew what a pagoda was, or why.
No, this is an entirely Germanic concept of automotive sensuality, quite sensible in stout shoes and a large hat ofcourse, but not quite what one seeks in a fit of Continental passion, for the full Caravaggio on wheels, as it were.
It is a good thing your education is progressing.
No, this is an entirely Germanic concept of automotive sensuality, quite sensible in stout shoes and a large hat ofcourse, but not quite what one seeks in a fit of Continental passion, for the full Caravaggio on wheels, as it were.
That sums it up quite nicely. As a tall Germanic type who doesn’t like cranial constriction and does like to see the scenery of the mountains rushing past, the Pagoda is a blessing straight from Valhalla.
And the view from the front is plenty sexy for me.
I’m just glad I’m not the only one that thinks the R107 is better looking.
As with a number of sports cars I find the W113 roadster is very attractive, but they aren’t really designed for actual human beings, and putting an actual roof high enough to clear the drivers head throws off the proportions.
While the tires look a little wide on the feature car, the diameter seems small on the garaged example. Either way I prefer the whitewalls.
Having owned mostly low-roofed cars, the issue is not lack of headroom when seated but lack of headroom when getting in or out. The Pagoda solves this problem, in a more pragmatic way than the good-old Triumph Herald of 1959, which shares a similar ‘C’ pillar. (Bracq must have been aware of the Herald).
For my money, no subsequent Merc roadster/rag-top came close to the W113.
Similar roof profile to the Herald too except on their coupe which is cramped to enter and exit at least mine was and I dont remember that problem with the sedan model I had as a teen.
I had presumed that the too-tall greenhouse on this car was just another example of the German practicality that brought the same trait to the BMW 2002.
I have shared your disappointment in some other cars which had seemed so beautiful, but which look less so upon close examination. Fortunately there were some of the less successful Virgil Exner designs that did the opposite – they are ugly cars that look a little better once you spend some time looking at the details.
The little kickup on the side that is your favorite feature – this was the first I have ever noticed it, and I find that it messes up the clean side. It is a kickup that tries to not really be a kickup and just ends up getting in the way. And this is absolutely the first Benz I have ever seen painted a metallic lavender (or so it looks from the photos).
At the risk of piling on, there is another feature of the W113 that doesn’t do itself any favors. The offset and visible gas cap is bad enough, throwing the rear out of visual balance. Add to that the prominent chrome tailpipes sitting just below, and that rear is way off visual balance. Split the tailpipes, center the tailpipes, or make them less prominent like on the R107.
Perhaps due to familiarity or eye calibration, but the sealed beam headlamps work better on these. The headlights of the Bangkok car appear to have cataracts over the headlights and that look just doesn’t work.
But this is all subjective.
I agree, the sealed beams look so much better to my eye, though as you say it may be due to familiarity.
I also thing the rear is it’s weakest point, the split bumper, tail lights and the bit of trim that sort of ties the two halves of the bumper together, but not really, and of course the fuel cap and the tail pipes both being in the right throw it all out of balance.
Yes, there are just too many design features on this that are just a bit off. Looks more like something from the mid ‘50’s instead of 1969. Also, the lack of a proper, integrated air conditioning system and a smooth, modern automatic is unconscionable for a car of this class. Stuff your typical, say, Pontiac had for over 10 years by now. Another example of M-B arrogance telling customers they knew what was best, not them.
Dear Mr. T87,
Will those pictures (if I’m able to post them…) from the ‘media.daimler.com’ site will help you to regain faith ?
ok that was a 230sl for the Liege-Sofia-Liege Rally, 1963, but the problem of wheel sizes (and headlight styles) was neatly solved then…
2nd pic if I’m lucky
The wheels and tires caught my eye at first glance at well and are unfortunate on this example. The other issues, especially the roofline are now hard to unsee but also mostly easily solved by removing the top. The rear pimple is better thought of as a well-placed mole, a la Marilyn or Cindy. A feature, not a bug.
But hopefully the cognoscenti will take heed of your analysis and see the car for what it is, a stark failure of design that deserves nowhere near its lofty valuation. Let values tumble as they only can now that the secret is out and I, the great humanitarian, shall relieve one owner of their shameful burden forthwith for pennies on the dollar, mwuhahhahhahah!
You’ve rumbled my plan.
I see nothing wrong on these cars, apart from the odd tyre size on one car and the unusual colour (non original?) colours of the Tokyo car. Otherwise, to me, it’s spot on.
Methinks thou dost protest too much. Though I agree that certain photos, including some of these, exaggerate certain angles and proportions, and reveal a few quirks. But from human eye level, moving around and catching new perspectives rather than staring at static pictures, which is how one should really look at 3D objects, (and people) I think this car is fine. Is it the most beautiful car ever? No. Is the fuel filler tacky? Yes, I can’t unsee that now. But does it deserve 60 years of admiration? Resoundingly yes!
The jarring, perhaps inappropriate, colors must have set you off. This led to further, in depth analysis that has forever jaded your thinking on the 113.
The contrasting hardtop/body colors, in any combination, do emphasize the problem. When I see a dark green, dark blue, red, maroon or black 113 hardtop/body combination I can see no fault.
I agree wholeheartedly. The odd-colored hardtop not only draws too much attention to the roof’s height, but the dark color visually pushes down on the body’s design, making the whole thing look like a rushed afterthought. I, too, have always liked the W113 in all-silver or in dark monochromatic colors. I also agree with JP’s take on the fender kick-up. Great article, Tatra!
The first paragraph could apply to ex girlfriends, too 🙂
I call this the “hotdogs at the ballpark” syndrome. Many things change image out of context, think about your favorite wine or drink. Often it became the favorite because of where you first experienced it. Seeing these pagodas when new was a real rush, an expensive, exclusive module for just two of the anointed. The shape meant something before any analysis was applied to it.
Be careful, Tatra, if you get this objective, a lot of things in your life can change!
The wheels are just fine (and undoubtedly original). The tires are undoubtedly a bit larger than the originals, but are an improvement in my opinion. The other W113 you showed with the smaller tires is also sitting up oddly high on its swing axles in the rear, making its tires look even smaller.
The pagoda top (and let’s not forget that it’s a removable top) was controversial from day one. Prof. Andreina covered that very well in his lecture on Paul Bracq, which you linked to. But in essence, the idea was to create the illusion that one was riding in an open top roadster, even with the top up. Think Alpine scenery… Quite brilliant, but then I’m tall, like scenery/visibility, and don’t like cranial constriction. And of course I’m Germanic.
The other details are quibbles, and valid as any subjective quibbles are. It’s not perfect, certainly. But the view from the front is, in my opinion, and preferrably with the sealed beams. And that’s the view point from which the R107 loses decidedly. Well, actually others too, as I’m not a big fan of it.
The Pagoda is intrinsically challenging, which means one doesn’t tire of it. Your change of heart is actually just what it’s wanting form you: to keep you guessing about it. Like an interesting person, with a complex personality. It’s not an Italian beauty, but then some like complexity in a personality.
although the 107 is ok, i can see ppl liking it… the 113 will forever be the better of the two and much more desirable. there were simply too many 107’s made. and the 190sl…. i remember that car in the 90’s being somewhat affordable… then it suddenly took off in value. i thought for a short while about buying a 107…. but they suffer from hidden rust that can make them not worth repairing by the time you find it. ii loved the SLC version even more. but a 113 remains highest on my mercedes list.
I have no complaint with these Pagodas. For me, any flaws in their design is just a product of their German heritage. And at least these weren’t subjected to the worst effects of the American ‘malaise-era’, as happened to the 107
The first 107s did look a bit chubby, but they were still decent enough in their original chrome hubcaps and bumpers.
But I never cared for the bundt-wheels that Mercedes chose as an upgrade.
And I absolutely hated the horrendous black rubber-clad park-bench bumpers that Mercedes inflicted on all their US market vehicles beginning in 1974. That, plus all the luxury options that saddled nearly all mid ’70s US market Mercedes, while they struggled with the effects of added weight and US emission regulations, basically ruined those cars.
Happy Motoring, Mark
That looks like a number plate lamp, not a reversing lamp.
I think the brutalist panzerwagen language worked best in swb fourdoor. The pagoda is pretty much perfect, just bland. Certainly not lacking. I’d personally opt for the PF berlina because it’s same-same but more rakish,
The W113 is one of those cars which looks good from certain angles, not as good from others. In that sense it’s a less successful design than the W111/112 coupés which are perfectly balanced from any aspect.
Pininfarina’s takes on the W188 improved the original (unlike the later 6.3 coupé, recycled for Rolls-Royce as the Camargue) but the PF W113, like the original, needs a sympathetic photographer.
Fura’s wagon really didn’t work. Long coachwork can be a improvement (the Lynx Jaguar XJS) but the lines of the W113 really don’t lend themselves to the concept.
are these illustrations?
how do you park a car like that?
https://i0.wp.com/www.curbsideclassic.com/wp-content/uploads/2020/04/IMG_20200318_103624-copy.jpg?resize=600%2C400&ssl=1
and then expect to move it w/o shearing off the side?
I do like an airy greenhouse. Now I’m not saying that this car should be considered as an equivalent design, but I think that it’s under appreciated. First gen Acura Legend coupes also come to mind.
The W113 had a tough act to follow in 1963 in replacing the 300 SL (and the 190 SL). In these days, the SL stood for Sports Light (aluminum doors, hood, trunk lid and hardtop). All SL’s after the introduction of R107 were Sports Luxury. Although the R107 was a desirable car, I never forgave it for replacing the beautiful W113. Driving a W113 is such a great experience. The bulge in the center of the hood between the raised fenders extending back from the headlights, the sound of a straight six and the exhaust note of the twin pipes at 1800 and 3200 rpms is such a pleasure to the eyes and ears. The handling on curvy roads is awesome. You may get beaten in straight line, but few will be able to keep up with you in the curves. Every time I see a W113, I get weak in the knees!
As an owner, I’m admittedly biased. That said, I haven’t head the pagoda roof on the car in about 15 years, and I’ve never thought it was the most aesthetically appealing part of the design. I do love the subtle kick-up in the belt line, though. I have no problem with the chrome gas cap or dual exhaust on the same side. And when it comes to shapeliness of the hood and grill, the R104 simply can’t compete. I took this photo may years ago.
And I’m ashamed about the typos in my post.
I had use of a 280SL for 8 months. I was living in a friends house in Palm Beach FL and had use of their Range Rover and 280SL while they were in Dubai for work.
I always loved the 280SL aesthetically. But I wasn’t impressed with it as a driver. It was too rough and tumble IMO.
I have an SL500 which I far prefer but lookswise I’d still prefer the 280SL.